Railway-car



(No Model.)

El BI MEATYARD' 4SVheets-Sheet 1.

RAILWAY GAR.

Patented Mar.27,1883.

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(No Model.) 4 Sheets-Sheet E. B. MEATYARD.

RAILWAY CARg No.` 274,805. PatentedrMar. 27, 1883.

F J i (No Model.) 4 Sheets-Sheet 4.

E. B. MEATYARD.

RAILWAY GAR.

No. 274,805. Patented MaLZ, 1883.

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UNITED STATES PATENT Guinea.

EDWARD B. MEATYAED, E GENEVA, wlsconsln. i

RAILWAY-CAR.`

SPECIFICATION forming part of Letters Patent No. 274,805, dated March 27', 1883.

Application filed July 7, lssz. (No model.)

m neva, in the county ot'WValworth, ill the State ot' Wisconsin, have invented certain new and useful Improvements in RailwayGars, which are fully set forth in the following specification, reference being had to the accompany-V ingdrawings, in whichro Figure 1 is a top plan view of anar-truck having my improvements, the longitudinal girders ot' the floor beillg broken away in the middle. Fig. 2 is 'a bottom plan viewof the same. Fig. 3 is a section on the line .fr a: in Fig. l. Fig. 4 is a section on tbe lille y yin Fig. 1. Fig. 5 isa detailed section, taken A alengthwise of the axle, of a wheel and the ad- J jacent axle-box. Fig. 6 is a section on the line z z in Fig. 5. Fig. 7 is a top plan view of one Fig. 8 is a detailed section of one of the longitudinal loor-girders and its support. Fig. 9 is a section on the linen c in Fig. 8. Fig..l0 is a detailed perspective view of the support of the clevis which aids in supporting the iloor-girders. Fig. 11 is a detailed perspective view of one `of the brackets which supports the bars shown in Fig. 10.

The same letters denote the same parts in all the gures.

3oV My invention relates to'railway-cars; and

the objects of it are to diminish the weight of the car without impairing its strength, to make the'motion easier, to diminish wear and tear, and to distribute the weight ot' the car more evenly along the trackf-a very important consideration in passill g over viaducts and bridges; and to these endsit consists partly in a car-iloor supported by a single pair of lon gitudi# nal girders, with cross-beams resting therein,

4o partly in a car-body supported on the trucks,

so as to be capable of oscillation in every direction, partlyin carwheels arranged equidistant from each other from end toend `of the car, and partly in the several devices and comi binations of devices which will be fully set `forth hereinafter, and definitely pointed out in the claims. 1

In the drawings, Adenotes a pair of wrought` iron girders,fextending lengthwise of the car 5o and about two feet and a half apart, so as to Abe between the wheels.

B denotes wrou ghtiron joists resting on the longitudinal beams and rmly fastened thereto, and arranged between 0r beyond the wheels. Onv these joists the Hoor is laid. I thus provide an abundant support for the floor, and am enabled to place it sollow that its planking shall just clear the wheels-an arrangement which would not be possibleif the beams extendedl over the wheels, as in the ordinary construction. I thus greatly increase the steadiness of the car. Each joist is secured to the longitudinal girders by means of a brace, B', riveted at its ends to the lower side ofthe joist and at points near the middle oi' the lower sides of the girders. Additional plates may beriveted tojoist and girder, if additional fastening is tllought desirable.

B v means ot' these-bracesV the stiffness of the joists is maintained, and it is thus made possible to dispense with the usual supports g the tires and axles, substantially as describedin my application for a patent allowed May D denotes the axle boxes, which are arranged with elastic and yielding cushions d above and below, intervening between them and the side bars, E, of the truck-frame, so as to prevent the jarring of the axles from being communicated to the side bars, and also to give opportunity for that rocking of the axle-boxes which is made requisite by the varying positions ofthe wheels in rounding a curve. These axle-boxes, as also the spheroidally-enlarged bearing-surfaces f of the axles F and the form of the brasses or bearing-blocks F', are substantially as described in my application for a patent for axle-bearings for railway-cars, No.

'63,912, nien June 12,1882. Thecushloniugof the axle-boxes and the'elasticity ofthe wheelbodies are important inthis connection, as enabling me to dispense with the supportingsprings, which, in the ordinary constructions, are interposed between the axles and the carbody.

'To the under side of each ot'the loll gitudinal girders A are riveted the two ends ot' a vertical bow-shaped hanger, G, which is in general structure an Ill-beam, the ilanges at that edge of the web which is placed uppermost being a little broader than at the other, and the rivets IOO - siderably reduced.

2 A evd-,soa

passing through them. To these same flanges, at the middle of the hanger, is riveted a staplelike block, G', which isin its middle part a half-ring, from whose outer surfaces, front and rear, extend a pair of ribs, g'. From the lowerk part of each rib flanges g2 extend right and left, by means of which the block is riveted to the hanger.

ln the middle of the block G', on its inner surface, a hemispherical recess is formed, into which is welded or otherwise rmly attached a ball, G2. This ball is in contact with the ,curved end of a U-shaped iron, H, passing vertically through the block and joined at its straight ends by a horizontal pin, H', which rests in a bearing-block, I, supported directly above in the cross-beams K of the truck-fram e. The bearing-block I is in general form a halfring, and is supported by means of trunnions l', which project from each end of it and rest in brackets l2, which are affixed by means of lianges and rivets to the opposite faces of the cross-beams. Where the iron H is in contact with the ball G2 it is socketed to conform to the surface of the ball, so as to admit of free motion in every direction. The iron H, in connection with the pin H', thus forms a clevis on each side ofthe truck, in which the hanger G is suspended. By means of this construction the entire car-bodyis suspended from the cross- ,beams of the truck-frames in such a way as to secure the utmost possible freedom from disturbance of its balance by the rocking of the trucks, and also to mitigate in an important degree the jar caused by stopping the train. By means ofthe hanger G, I also support the car-body at four points of its length instead of two only, as in the ordinary construction. and thusfobviate the tendency to sag both at the ends and in the middle. In a car of unusual length this number may be increased by means of trusses connecting the arch of the hanger with the girders at intermediate points.

Instead of the arched hanger G, a pair of vertical bars affixed at their upper ends to the girders and connected at their lower ends by a horizontal bar might be used. In this case, however, braces would undoubtedly be requisite in addition, and vthe construction shown in the drawings is far preferable.

By placing the axles of each truck farther apart (as will be found preferable in practice) the hanger Gea-n be made to pass over the brake mechanism instead of under it, as shown in the drawings, and the altitude of its arch, and consequently the clevis H H', can be con- The range of oscillation by the car-body may thus be considerably diminished, if it is deemed desirable.

One end of a reach, L, is both vertically and horizontally pivoted to the under side of the cross-beam of each truck of the car. Under each truck, and a little back of the axle which is nearest to the other truck, an arm, L', projects horizontally from each side of this reach, and is at its end pivotally connected by a bar, L2, with the longitudinal tie-bar M. This bar is pivoted at m on the middle point of the lower surface of the side beam, and is conI nected `with the bottom plates of the axleboxes, respectively, by connecting bars M', which are each pivoted at one end to the tiebar and at the other to the axle-box. The bar M and its two connecting-bars M thus form together a jointed tie-bar. The pivoting to the axle-box is both vertical and horizontal, so as to provide for a slight rocking up and 'down of the axle-boxes. When the car is rounding a curve, and the trucks are in conse- Quence not parallel to each other, the outer bar M and its connecting-rods I will be drawn into more obtuse angles with each other, while the opposite effect will be produced on the inner bar M and its connectingrod, so that the distance between the axleboxes on the outer side of the curve will be increased and that between thel axle-boxes on the inner side diminished, in each case proportionately to the sharpness of the curvature.

In the ordinary plan of car the two axles of each truck are arranged quite near to each other, so that the weight of the car rests entirely on points of the track directly under the ends of the car, a comparatively long stretch of track between the trucks bearing no direct weight at all. This unequal distribution of weight becomes a serious evil when applied to the string-pieces of abridge or similar` structure. I remedy thisby lengthening the trucks so that the distance from axle to axle in each truck shall be equal to the distance between trucks. The weight of the car will thus be applied to the track at one-eighth of the cars length from each end and at points one-eighth ofthe cars length each side of the middle of the car, and will thus be distributed as evenly over the track as possible.

For the sake of compactness, the axles of the trucks shown in the drawings are represented the usual distance apart; but the changes consequent on the improved construction which I havejust described will be obvious.

What I claim as my invention, and desire to secure by Letters Patent, is

1. The two girders A, arranged longitudinally under the middle part of the car-body. in combination with the floor-joistsB,arranged as described on the girders, and the braces B',

affixed t0l bot-h girders and joists, substantially as and for the purpose described.

2. The girder A, arched hanger G,"V riveted thereto at its ends, and provided with lthe arched bearing-block G' and ball G2, clevis H H', socketed as described, cross-beams K, and bearing-block I, supported therein, all in combination,'substantially as and for the purposes described.

3. In a railway-truck, a reach, L, pivotally connecting the cross-beam with the cross-beam of the other truck, a pair of doubly-jointed tie-bars, M M', each pivoted near its middle point to one of the side beams and at its respective ends to the axle-boxes on which that IOS IIO

side beam rests, and mechanism pivotallyconmidway between the points of attachment to necting the reach with each of the bars, all in the grder, substantially as andfor the purpose [o combination, substantially as and for the pnrdescribed.

poses described. l l

v5` 4. The longitudinal girders A; in combina- EDWARD B' MEATYARD tion with the hangers G, each afxed at two `Witnesses: l

points to its girder, and with means for sup- JNO. C. MACGREGOR, porting the hanger upon the truck at a point THOMAS Hi PHASE. 

